Car end frame.



J. M. ROHLPING.

OAR END FRAME.

APPLICATION FILED MAR. 14, 1911.

Patented July 8, 1913.

6 SHEETSSHEET 1.

ooonh o o-foao ooo 0 00000 olu J. M. ROHLFING.

GAR END FRAME.

APPLIOATION FILED MAR. 14, 1911.

1,066,531 Patented July 8,1913.

6 SHEETSSHBET 2.

MK XQM 6% MW JMQM ATTORNEY ATTORNEY INVENTOR J. M. ROHLPING.

GAR END FRAME. APPLICATION FILED 111111.14, 1911.

J. M. ROHLPING.

GAR END FRAME.

APPLICATION FILED MAR.14,1911,

v 5 G U Patented July 8, 1913.

J. M. ROHLFING.

OAR END FRAME.

APPLICATION FILED MR :4 1911v Patented July 8. 1913.

6 SHEETS SHEET VEN FOR WITNESSES AT TORNEY J. M. ROHLFING.

CAR END FRAME.

APPLICATION FILED MAR. 14, 1911.

Patented July 8, 1913.

6SHEBTS-SHEET 6.

- NITED STATES PATENT OFFER JOHN M. ROHLFING, OF ST. LOUIS, MISSOURI, ASSIGNOR TO AMERICAN CAR AND FOUNDRY COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

CAR END FRAME.

Specification of Letters Patent.

' Patented July 8, 1913.

Application filed March 14, 1911. Serial No. 614,490.

a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and to use the same, reference being had to the accompanying drawings, which illustrate the -preferred form of the invention, though it is to be understood that the inventionis not limited to the exact details of construction s hown and described, as it is obvious that various modifications thereof will occur to persons skilled in the art. v

In saiddrawings Figurel is a side elevational view of a steel hopper car showing my improved form of end frames applied thereto. Fig. 2 is a horizontal longitudinal sectional view taken on the plane indicatedby line 2-2 of Fig. 1. Fig. 3-is atop plan view of one of the end frames, one-half of the figure being shown in horizontal central section. Fig. 4 is a transverse vertical section taken on the plane indicated by line 44 of Fig. 3 and looking in'the direction of the arrow. Fig. 5 IS a transverse vertical sec- .tion taken on the plane indicated by line 5 5 of Fig. 3 and looking in the direction of the arrow. Fig, (5 is a front end view of slightly more than one-half of the end frame. Fig. 7 is a rear end view of slightly more than one-half of the end frame, a. portion of'saidfigure being shown in vertical section on the plane of line 7 '7 of Fig. 3.

Fig, 8 is a detail sectional view illustrating the. manner of connecting the inner end of the end frame to the adjacent end plate ofthe hopper, said view being taken approximately on plane indicated by line 8-8 of Fig. 4. Figs. 9 and 10 are respectively side and rear clevational viewsof the forward connecting casting. Fig. 11 is a fragmental horizontal central section on the same line as Fig. 3, showing details and the manner in which the side arms of the end plate, the

- bolster arms, are connected with the side girders of the car body.

This invention relates to the general arrangement'and detail construction of a eonibined body bolster and end frame designed particularly for use in connection with 2111-.

of unobstructed discharge door opening is secured.

- Each of the end frames comprises aanain body portion disposed longitudinally of the. carand laterally projecting arms or bolster projections disposed transversely of the car. The-side supporting girders of the car body are. intended-to be connected at their oppositev ends directly to the opposite ends of the bolster so that said bolsters will receive directly the weight of the car body and of the lading which may be carried thereby.

The main body portion of each of the end. frames is connected, by its inner end, to the adjacent portion of the car body. This last' connection, however, is. not-intended to support any material portion of the weight of the car'body, butis principally for the purpose of maintaining the body portioir'of the end frame in a substantially horizontal position. It is made sufficiently strong to witlb stand heavy bufling strains, and incidentally,

adds considerable rigidity to the whole.

structure.

'The principal object sought to be attained is the provision of a combined body bolster and end frame structure of minimum weight and of sufiicient strength to withstand the severe buffing and pulling stresses to which cars of this character are subjected in practice, and further to provide an end frame which may be completed as an article of manufacture and which, when applied to a suitably designed car body, will be adapted to receive the entire weight of said car body and toha'ye said weight bear upon ends of the bolster portion ofsaid end frame structure.

The particular form and construction'of the car body and the manner of reinforcing the side sills thereof, for transmitting .claimed in a separate application.

car body of'any suitable design is, however,

- a part of the present invention and is claimed accordingly.

Since the end frames, and their connections with the car body, are identical at each end of the car one only is illustrated and described in detail herein.

In the drawings 1-1 are longitudinal central channel sections. These members are spaced apart, one upon each side of the longitudinal median line of the structure and each has its web standing vertically and its flanges facing outwardly. They are rigidly connected at their forward ends by spacing and connecting casting 2 and at their rear ends by an obliquely disposed channel section 3. Connection is also made at a .point approximately midwayin their length, that is, at the intersecting line of the bolsters'by a casting 4 and between said casting t and the channel section 3 is a casting 5 connected to each of said channels. Further connection is made by suitable 'top and bottom cover plates as hereinafter set forth,

' The casting 2 (see Figs. 9-10) is formed with a front wall 6 and with top and side flanges 7 and 8, respectively. The flanges 7 and 8 are reinforced in their connection with the front wall by suitable vertical and horizontal corner brackets as 9. The front Wall I3 is re fed as at 10, from its bottom e npwaik. to accommodate a suitable form of dranctillustrated. The lower portion of wa l. is inset as at ilto receive draw bar supporting angle 12 which lju'irlges; the rec ss and which is arranged with one of its 1 anges depending, and bolted to, the face of the Wall G and with its other flange outstanding from the upper edge of said first flange in such manner as to provide a broad horizontal rubbing surface for the drawbar. The connecting channel section 3, at the rear end of the channel '1, has its flanges facing forwardly and downwardly so to dispose its webs ina plane to corrc:-;pon l to the inclined plane of the ao uccnt hopper end plate 3.

ln cars of the type to which these en frames are. to be applied, it is desirable to rrizrtm're the end plates of the hopper by a i rrics of siifl'eners riveted to the under faces of said plates and extending from top to button! thereof. The car illustrated in the drawings is supplied with three such stilt eners for each end plate; a central Isection 13 and spaced side channel sections 1 l--1 i= he oblique connecting channel 3 is spaced away from the adjacent ends of the channels l,-1 sufliciently to dispose the upper or rear face of its web in a position to engage, and be riveted to, the under or forward face of the bottom flange of the central hopper plate stiffener 13 (see Figs. 48). The opposite ends of the channel 3 are connected to the Webs of the respective channels 1-l by suitable angle brackets 15 15 placed beneath the web of said channel 3 and riveted thereto and to the webs of the channels 1-1.

An extension bracket 16 is fixed to the ttp flange of the channel 3 in such a manner to form a continuation of the web of said channel and is riveted to the adjacent flange of the stifl'ener channel and said stiffener.

The central casting 4. is formed .with a vertically disposed tubular body portion-1T, designed and positioned to receive the usual kingpin, and with a top plate 18 which extends from one of the Channels 1 to the other.' At its opposite ends said top plate 18 is formed with a pair of depending flanges 19-19 lying with their outer faces flat against the opposing webs of the channels 1 and being riveted thereto. The upper surface of the top plate 18 lies in the horizontal plane of the upper surfaces of the top flanges of the channels 1. The under surface of the lower end of the body portion 1? lies in the horizontal plane of the under surfaces of the bottom flanges of the said chan nels. Strengthening ribs as 20-20 extend from the body portion 17 to the flanges l9 and to the over-hanging portions of the plate 18.

The castirw 5 is formed with a front wall 31 and with rearwardlyextending top and bottom flanges and 23. respectively, and with rearwardly extending side flanges 914 2 1. The front wall 21 extends from one of the channels 1 to the other. and lower surfaces of the top and bottom flanges and 23 lie in the horizontal plane of the top and bottom surfaces respectively of the upper and lower flanges of the channels 11. The side flanges 24 lie with their outer faces flat against, and riveted to, the adjacent webs of the channels 1. Horizontally disposed corner brackets 25 are arranged to strengthen the connection between the front and side walls. A plate 1 extends from one of the channels 1 to the other and is bolted. to the bottom flanges thereof a; a

point just in front of the bolster portion of.

the structure.

Longitudinal. channel members 2tl 2t similar to the channels 1 1, are disposed one upon each side of said channels 1 and are spared therefrom a distance approximately equal to the distance between the 13 for further. strengthening the connection between the The upper flanges facing inwardly toward the flanges of the ad acent channel 1.

A top cover plate 27, extending in length,

from the forward end of the channels 1 and 26 rearwardly to a point just forward of the channel 3 and, in width, from one of the channels 26 to-the other, is securely riveted to the upper flanges of each of the channels 1 and 26 and to the top flanges of the castings 2, 4 and 5, and serves to effectually bind all the said members against possible lateral distortion under the stresses to which they are subjected in use.

,The bolster portion of the end frame is formed by relatively heavy top and bottom cover plates 28 and 29 respectively, disposed transversely of the structure and extending beyond the longitudinal channels 26 at each side thereof, so as to form lateral arms, or bolster extensions as 30--30. These extensions project to the vertical planes of the respective side girders ilk-31 of the car body. Reinforcing plates 32 and 33 are arranged upon the upper and lower faces, respectively, of the plates 28 and '29. Each of the plates 32 and 33 terminates short of the ends of the extensions 30. The under surface of the top cover plate 28, where said cover plate lies above the body portion of thestructure, rests flat upon the upper sur face of the cover plate 27 and all of the plates, just described, are securely fixed in their several positions by rivets extending through said plates and through the adjacent portions of the flanges of the longitudinal channels 1 and 26. The rivets which connect the cover plate 27 to the top plate 18 of the central casting 4, are extended upwardly through the plates 28 and 32 and serve to bind all firmly together.

A bolster diaphragm plate 34, formed preferably of a rolled I-section, is disposed between the webs of each pairof channels 1 and 26 along the longitudinal median line of the bolster. These diaphragnis are arranged with their webs standing vertically and the top and bottom flanges of each are cut. away at tlr ir ends to accommodate the adjacent flanges of the channels. The webs of the diaphragm plates extend to the webs of the channels and are connected thereto by suitable angle brackets 35 3fi fixed to the opposite sides of the webs of the plates and to the adjacent faces of the webs of said channels. I

The angle brackets which connect the diaphragn'is 34 to the channels 1 are preferably cast members and that portion of each which lies against the webs of said channels 1 is extended; the forward members zip pro rmately to the forward ends of the channels as at 35*, and the rearward members to a point. adjacent the rear end of the casting 5, as at 35, and each of said members is secured throughout its length by rivets to the webs of said channels so as to strengthen said webs for the better support of parts of the draft rigging. Registering apertures as 35 are formed through said extended portions and through the webs of the channels 1 for accommodating said draft rigging parts.

.Ihe top and bottom flanges of each of the diaphragm plates 34 are riveted to the adjacent portions of the top and bottom cover plates 28, and :29, respectively. The opposite end portions of the bottom cover plate 29 are bent upwardly, at the point of leaving the channels 26 so as to bring their extreme ends slightly above the horizontal plane of the under side of the body portion. The top cover plate 28 is continued horizontal practically throughout the entire width of the structure but is bent downwardly at its opposite ends so as to form vertically disposed end walls 363G, the bottom edges of which approximately contact with the upper surface of the adjacent end portions of the bottom cover plate 29. The ends of the plate 29, however, project slightly beyond the walls 36 so as to serve as connecting-means for the side girders of the car.

A pair of vertically disposed flanged bolster diaphragms 37-37 are placed between the top and bottom cover plates in each of the bolster extensions30. These diaphragms are tapered toward their outer ends so as to conform to the incline of the adjacent portion of the bottom cover plate 25) and each is extended from the web of the adjm cent channel 20 outwardly to the inner face of the wall 36. The webs of the two diaphragms of each pair are spaced apart couidistant upon opposite sides of the longitm dinal median line of the bolster. Their flanges arc turned outwardly and are riveted to the adjacent portions of the cover plates.

Suitable side bearing castings 38-469 arc fixed to the under side of the bottom cover plate 25) upon each of the extensions 30. A center bearing plate 39 is arranged upon the under side of the bottom reinforcing plate 33 and is securely held in position by rivets extending through the outstanding flanges 39 of the platc Elf) and through the plates 33 and 2E) and the flanges of the channels 1-l. The usual central aperture 40 is arranged directly beneath the bcre of the tubular body portion 17 of the central casting l, and suitable apertures are formed in the intervening portions of the plates and 29 to permit passage of the king-pin scribed, are fixed to the under or forward faces of the inclined end plates of the hopper portion of the car, are so positioned and spaced from the opposite sides of the central stiffener 13 as to dispose their webs flat against the vertical outer faces of the webs of the adjacent portions of the respective channels 26. (See Fig. 8).

The rear ends of each pair of channels 1 and 26 are connected by obliquely disposed flanged plates 41, the flangesof which are bent forwardly and downwardly and are ri vetedto the opposing faces of the webs of said channels. The rivets connecting these flanges to the channels are, in cachinstance, extended through the adjacent por tions of the webs of the stifleners 14 so as to connect the channels 26 rigidly to said stiffeners.

The upper or rear face of the body portion of each of the plates 41 arranged in a plane corresponding with the angle of incline of the adjacent end sheet of the hopper and said body portions are securely fixed to said end plates as by rivets as at 41. The ends of each of the channels 1 and 26 are beveled to correspond with the position of the plates 41.

The ends of each pair of channels 1 and 26 are further connected to each other by plates 42 which areriveted to the bottom flanges of said channels. Connection is made between all of the channels 1 and 26 by a plate 43 which extends from one of the channels 26 to the other, beneath said channels, and is riveted to the bottom flanges of all of said channels. The last nentioned plate is positioned immediately behind the bottom cover plate of the bolster portion of the structure, and its rear edge stands in a vertical plane directly beneath the rear edge of the .top cover plate 27.

The forward ends of the longitudinal channels :26 are bent inwardly, at the point of leaving the bolster cover plates, so as to bring their forward ends relatively nearer the forward en" of the adjacent channels 1, and the foi".\'...o portions of all of the channels 1 and lb are connected by a plate 44 which extends from one of the channels 26 to the other, beneath the channels 1 and 26,

- and is riveted to the lower flanges of each of said, channels.

' he end sill 15 of the structure 18 formed of a channel section which disposed to lie with le rear face of its web flat against the forward face of the casting 2 and with its wardly. depressed, as at 46, along its forward edge,

top and bottom flanges turned rear- The top wall 7 of the casting 2 is 2 to accommodate the top flange of the end sill which projects beneath the adjacent portion of the cover plate 27. The bottom flange of the sill extends beneath the shouldcr formed by the inset portion of the casting 2 and rests With its lower face upon the upper face of the outstanding flange of the drawbar supporting angle 12, to which it is secured by suit-able'bolts as at 46*. That portion of the web and lower flangeof the end sill 45 which lies before the recessed portion of the casting 2 is also'reeessed or cut away to permit unobstructed passage of the dra wbar.

The flanges of the end sill extend across the end of channels 11 and to the webs of the respective channels 26. The web of the end sill is extended, at its opposite ends,

beyond the ends of the flanges thereof, and said extended portions are bent rearwardly so as to over-lap, and be rivet-ed to, the outer faces of the adjacent ends of the web portions of the channels .26, as at 47-.l7.

Reinforcing brackets 47*17 are secured to the inner face of the web of the end sill channel 45, one between the opposing faces of the webs of each, pair of channels 1 and 26, and the opposite ends of said brackets are turned rearwardly so as to lie flat against, and be riveted to,'said webs.

It will be apparent from the foregoing that, whileeach of the end frames are properly considered as being composed of amain bod y portion with lateral bolster extensions, they may as well be considered as being composed of a bolster portion with Inembers extending therethrough or laterally from one side adapted to engage the body of the car and from the opposite side for supporting the end sill.

Obviously, a variation in the' form and construction of the side frames, or girders, of the car body will alter, to a greater or less degree, the exact arrangement of connecting means employed between the ends of the bolster extensions and the adjacent ends of the respective side girders, but such alterations are not material to the essential fea- 1 tures of the present invention which, in this respect, reside generally in a substan itial direct connection between the bolster extensions and the side girders of the car. lThe particular details of such connection 1 are not important. The details of eons-truction in the connection of the body portion 5 of the end frames to the end plates of the hopper are, however, a part of the invention.

The specific connection between the boli ster extensions and the side girders of the 5 design of car body illustrated in the drawings is as follows: A short angle section 48 is arranged with one of its flanges outstandl ing from, and with its other flange fixed t0,

-cars, a bolster portion comprising top and the outer surface of the eild wall 36 of the bolster extension. The angle/l8 is disposed in a vertical position and its outstanding flange lies in the vertical plane directly beneath the upstanding flange of an angle 49 which is fixed, by its remaining flange, to the top surface of the adjacent portion of the cover plate 28 and which extends ougwardly above the angle 48. The adjacent end of the. respective web plate 50 of the side girder of the car lies fiat against the outer surface ofthe end wall 36 and extends to the inner vertical faces of the angles 4849. The lower edge of the end portion of the web plate 50 rests upon the bottom cover plate 29. (See Figs. 1, 6 andll.)

A reinforcing angle section 51, with an upstanding flange fixed to the outer face of the bot-tom edge of the web plate 50 and with its other flange outstanding, extends to the extreme forward edge of the bottom cover plate 29 and is riveted, by its outstanding flange, to the upper face of said cover plate, beyond the end wall 36. The upstanding flange is fixed, by through rivets, to' the lower portion of said end wall. A vertically disposed angle section 52 is fixed to the end portion of the plate 50 by rivets extending through one of its flanges,

' through said plate and throughthe end wall 36, as at 52. The other flange of the angle 52 is fixed to the outstanding flange of the angle 48 and to the overhanging portion of the upstanding flange of the angle 49. An angle section 53 is arranged parallel with the angle 52 and is fixed to the inner face of said angle by rivets extending through the adjacent flange of each of said angles and through the intervening end portions of the plate 50. The lower end of the angle 53 rests upon the upper surface'of the bolster cover plate'28 and is fixed, by its inturned flange, to the upstanding flange of the angle 49. A horizontally arranged gusset plate 54 is fitted-in the corner or angle, formed by thev meeting of the end of the bolster extension with the adjacent end of the respective side girder of the car body, and said gusset plate is secured to the bolster byrivets extending through the top cover plate 28 of said bolster and is secured to the web plate of the side girder by rivets extending through a flange of said gusset and through said plate, as clearly shown in dotted lines in Fig. 1 and in full lines in Fig.

2 of the drawings.

Having thus described my invention,what I claim as new and desire to secure by Letters Patent is 1. In an end underframe construction for bottom cover plates, a body portion comprising spaced members extending between converging sill members, an end sill lapping the converging sill members in combination with a built up bolster comprising vertical members between said sill members, bolster extensions beyond the sill members adapted for attachment to side walls, and continuous top and bottom bolster cover plates lapping and connected with all of said bolster members.

3. In a hopper car, a body portion having side and end-walls and having an unobstructed discharge opening the entire length thereof between its end walls, an end underframe comprising parallel spaced draft sills, side sills parallel with said draft sills at their inner ends and converging toward said draft sills at their outer ends, a bolster comprising a vertically disposed part between each draft sill and side sill and extensions from said side sills to car body side Walls, and top and bottom bolster cover plates connected to all of said bolster parts.

4. In a hopper car, a body portion having side and end walls and having an unobstructed dischargeopening the entire length thereof between its end walls, an end un-.

derframe comprising spaced draftsills and spaced side sills converging at their ends toward said draft sills, all of said sills terminating at and connected with said body end wall, a built up body bolster in the plane of and intersected by said sills, bolster extensions projecting beyond the side sills to a car body side wall, top and bottom bolster cover plates, an end casting connecting the draft sills, and an end sill outside of said casting connecting all of said sills.

5. In a hopper car, a body portion having side and end walls and having an unobstructed discharge opening the entire length thereof between its end walls, an end underframe comprising end wall bracing members, longitudinally extending sills lappingand connected to said bracing members and terminating at an end wall of the body, an intermitted built up body bolster intersected bv said sills and extending laterally therebeyond in the plane of the sills, and top and bottom bolster cover plates connected with the intermitted bolster parts.

6. In a hopper car, spaced draft sills and converging side sills terminating at the body portion of the car, and-endbracing members extending obliquely parallel with the end of the body and lapping some of said sills.

7. In a hopper car, an end underframe construction comprising parallel and converging longitudinal sills terminating at the body of'the car, and obliquely disposed body bracing members connected directly to said sills and uniting them to the car body.

.8. In a hopper car, an end, underframe construction comprising parallel and converging longitudinal silldterminating at the body of the car, and an. end sill havin a vertical web-portion connected with the parallel sills and lapping the converging end portions of the converging sills.

9. In a hopper car, an end underframe construction, comprising parallel andconing at said wall, obliquely disposed wall stiffening members lapping said sills and secured directly to said-side sills and indirectly to said draft sills.

11. In a car end framing, parallel and converging draft and side sills, an end sill spanning the outer ends of said sills and lapping the sides of the side sills, and a strengthening casting spanning the draft sills back of said end sill and riveted thereto.

12. An end underframe for central dumping cars comprising a longitudinal portion narrower than the wheel tread of the car and connected with obliquely disposed reinforcing members on the car body inthe plane of buffing-stresses, bolsters projecting between and beyond said longitudinal portion intermediate its length and forming at its terminals the only direct support for the side wall of the car.

13. An end underframeconstruction for cars comprising an intermi-tted' bolster, a platform, draft sills and side sills extend ing through said bolsterintermediate the ends thereof, one end of said sills abutting and fixed to thehopper end Walls of the said car, and an end sill spanning all of said sills and extending rearwardly parallel-with the side sills.

14. In combination with a suitably designed car body,-an end underframe comprising a'bolster, an end sill comprising a channel section, sills spaced narrower than the car tread extending through the bolster portion intermediate the ends thereof, and partially embraced by the webs of said end sill and adapted to support said end sill, the said spaced sills abutting and fixed to the inclined hopper end walls of the car body in the direct line of builing stresses.

' 15. In combination with a suitably designed car body, an end under-frame construction for cars, a bolster portion comprising top and bottom cover plates, sills spaced apart less than the tread of the car wheels and extending between the cover plates and intersecting the bolster port-ion and abutting and fixed to the inclined hopper end walls of the car body.-

16. In combination with a suitably designed car body, an end underframe cohstruction for cars comprising a bolster wit-h top and bottom cover plates and intermitted fillers betweensaid plates, draft and side sills forming a platform portion narrower than the tread of the car'wheels and extending between the said cover plates, and an end sill lapping and extending parallel with said side sills.

17. The combination with a suitably de signed car body, a bolster portion compris ing top and bottom cover plates, an end un'derframe platform narrower than the wheel tread of the car and consisting of spaced sill members extending between the said cover plates intermediate the ends of said bolster portion, and a platform cover plate unit-ing said spaced sill members and extending between the bolster oover plates.

18. The combination with a suitably de-' signed car body, a bolster comprisingtop and bottom cover plates, an end underframe narrower than the wheel tread of .the car and consisting of a series of spaced parallel and converging sills extendin between said bolster cover plates interme iate the ends of said bolster, a platform cover plate uniting said spaced sills and extending between the bolster cover plates, an end sill, the said cover plate with the converging sills and the end sill being adapted to form an end platform.

19. In an end underframe construction for cars, an end portion narrower than the tread of the car wheels comprising spaced parallel and converging sills extending longitudinally of the car, a bolster extending beyond said spaced sills and intermediate the'longi-tudinal extent of the sills, portions of the bolster being disposed intermediate said spaced sills, and a platform end sill lapping said converging sills.

20. An end underframe construction for railroad cars, comprising bolsters adapted to be connected directly to car side walls at their terminals, end sills, a series of longitudinal members including draft sills PQUC- trating and extending through the bolsters intermediate theirlength and fixed to the end sill at one end with a car body at the other end.

21. In an end nndertrame construction for cars, an incased longitudinal end underframe portion attached to the end Wall of the car body and narrower than the trend of the car wheels, and an incnsed bolster portion projecting laterally therefrom and lntermediate the length thereof and extending beyond the tread of the car wheels for direct attachment to car body side Walls.

22. In an end underframe construction for cars, spaced end und'erframes longitudinally arranged and narrower than the Wheel tread cf the car, and lateral projections therefrom extending beyond the said Wheel tread and adapted to be connected directly to side Walls of the car.

In witness whereof I have hereunto set my hand in the presence of two witnesses. JOHN M. ROIILFING Witnesses J. H. BRUEGGEMAN,

lnAuLo'r'rn E. Mnzn. 

